The names of CFM International and the CFM56 product line are derived from the two parent companies’ commercial engine designations: GE's CF6 and Snecma's M56.

The joint venture has delivered 30,700 engines to more than 570 operators and has 13,700 engines in backlog.[1] In 2016 CFM delivered 1,665 CFM56 and 77 LEAP, and booked 2,677 orders : 876 CFM56 and 1,801 LEAP for US$36 billion at list price. The LEAP engine backlog exceeds 12,200 which is valued at more than US$170 billion at list price.[2]

In 2017, CFM delivered 1,900 engines including 459 LEAPs, of which it plan to deliver 1,200 in 2018, 1,800 in 2019 and more than 2,000 in 2020.[3]

1.
Aerospace
–
Aerospace is the human effort in science, engineering and business to fly in the atmosphere of Earth and surrounding space. Aerospace organisations research, design, manufacture, operate, or maintain aircraft and/or spacecraft, Aerospace activity is very diverse, with a multitude of commercial, industrial and military applications. Aerospace is not the same as airspace, which is the air space directly above a location on the ground. In most industrial countries, the industry is a cooperation of public. Along with these public space programs, many companies produce technical tools and components such as spaceships, some known companies involved in space programs include Boeing, Airbus Group, SpaceX, Lockheed Martin, MacDonald Dettwiler and Northrop Grumman. These companies are involved in other areas of aerospace such as the construction of aircraft. Modern aerospace began with George Cayley in 1799, Cayley proposed an aircraft with a fixed wing and a horizontal and vertical tail, defining characteristics of the modern airplane. Airmen like Otto Lilienthal, who introduced cambered airfoils in 1891, the Wright brothers were interested in Lilienthals work and read several of his publications. They also found inspiration in Octave Chanute, an airman and the author of Progress in Flying Machines, war and science fiction inspired great minds like Konstantin Tsiolkovsky and Wernher von Braun to achieve flight beyond the atmosphere. The launch of Sputnik 1 in October 1957 started the Space Age, in April 1981, the Space Shuttle Columbia launched, the start of regular manned access to orbital space. A sustained human presence in space started with Mir in 1986 and is continued by the International Space Station. Space commercialization and space tourism are more recent focuses in aerospace, Aerospace manufacturing is a high-technology industry that produces aircraft, guided missiles, space vehicles, aircraft engines, propulsion units, and related parts. Most of the industry is geared toward governmental work, for each original equipment manufacturer, the US government has assigned a Commercial and Government Entity code. These codes help to each manufacturer, repair facilities. In the United States, the Department of Defense and the National Aeronautics, others include the very large airline industry. The aerospace industry employed 472,000 wage and salary workers in 2006, most of those jobs were in Washington state and in California, with Missouri, New York and Texas also being important. The leading aerospace manufacturers in the U. S. are Boeing, United Technologies Corporation, SpaceX, Northrop Grumman and these manufacturers are facing an increasing labor shortage as skilled U. S. workers age and retire. In India, Bangalore is a center of the aerospace industry, where Hindustan Aeronautics Limited, the National Aerospace Laboratories

2.
Cincinnati
–
Cincinnati is a city in the U. S. state of Ohio that serves as county seat of Hamilton County. Settled in 1788, the city is located on the side of the confluence of the Licking with the Ohio River. With a population of 298,550, Cincinnati is the third-largest city in Ohio and its metropolitan statistical area is the 28th-largest in the United States and the largest centered in Ohio. The city is part of the larger Cincinnati–Middletown–Wilmington combined statistical area. In the 19th century, Cincinnati was an American boomtown in the heart of the country, it rivaled the larger cities in size. Throughout much of the 19th century, it was listed among the top 10 U. S and it was by far the largest city in the west. By the end of the 19th century, with the shift from steamboats to railroads drawing off freight shipping, trade patterns had altered and Cincinnatis growth slowed considerably. Cincinnati is home to two sports teams, the Cincinnati Reds, the oldest franchise in Major League Baseball. The University of Cincinnati, founded in 1819, is one of the 50 largest in the United States, Cincinnati is known for its historic architecture. In the late 1800s, Cincinnati was commonly referred to as Paris of America, due mainly to such ambitious projects as the Music Hall, Cincinnatian Hotel. The original surveyor, John Filson, named it Losantiville, in 1790, Arthur St. Ethnic Germans were among the early settlers, migrating from Pennsylvania and the backcountry of Virginia and Tennessee. General David Ziegler succeeded General St. Clair in command at Fort Washington, after the conclusion of the Northwest Indian Wars and removal of Native Americans to the west, he was elected as the mayor of Cincinnati in 1802. Cincinnati was incorporated as a city in 1819, exporting pork products and hay, it became a center of pork processing in the region. From 1810 to 1830 its population tripled, from 9,642 to 24,831. Completion of the Miami and Erie Canal in 1827 to Middletown, Ohio further stimulated businesses, the city had a labor shortage until large waves of immigration by Irish and Germans in the late 1840s. The city grew rapidly over the two decades, reaching 115,000 persons by 1850. Construction on the Miami and Erie Canal began on July 21,1825, the first section of the canal was opened for business in 1827. In 1827, the canal connected Cincinnati to nearby Middletown, by 1840, during this period of rapid expansion and prominence, residents of Cincinnati began referring to the city as the Queen City

3.
Ohio
–
Ohio /oʊˈhaɪ. oʊ/ is a Midwestern state in the Great Lakes region of the United States. Ohio is the 34th largest by area, the 7th most populous, the states capital and largest city is Columbus. The state takes its name from the Ohio River, the name originated from the Iroquois word ohi-yo’, meaning great river or large creek. Partitioned from the Northwest Territory, the state was admitted to the Union as the 17th state on March 1,1803, Ohio is historically known as the Buckeye State after its Ohio buckeye trees, and Ohioans are also known as Buckeyes. Ohio occupies 16 seats in the United States House of Representatives, Ohio is known for its status as both a swing state and a bellwether in national elections. Six Presidents of the United States have been elected who had Ohio as their home state, Ohios geographic location has proven to be an asset for economic growth and expansion. Because Ohio links the Northeast to the Midwest, much cargo, Ohio has the nations 10th largest highway network, and is within a one-day drive of 50% of North Americas population and 70% of North Americas manufacturing capacity. To the north, Lake Erie gives Ohio 312 miles of coastline, Ohios southern border is defined by the Ohio River, and much of the northern border is defined by Lake Erie. Ohios neighbors are Pennsylvania to the east, Michigan to the northwest, Ontario Canada, to the north, Indiana to the west, Kentucky on the south, Ohio is bounded by the Ohio River, but nearly all of the river itself belongs to Kentucky and West Virginia. Ohio has only that portion of the river between the rivers 1792 low-water mark and the present high-water mark, the border with Michigan has also changed, as a result of the Toledo War, to angle slightly northeast to the north shore of the mouth of the Maumee River. Much of Ohio features glaciated plains, with a flat area in the northwest being known as the Great Black Swamp. Most of Ohio is of low relief, but the unglaciated Allegheny Plateau features rugged hills, in 1965 the United States Congress passed the Appalachian Regional Development Act, at attempt to address the persistent poverty and growing economic despair of the Appalachian Region. This act defines 29 Ohio counties as part of Appalachia, the worst weather disaster in Ohio history occurred along the Great Miami River in 1913. Known as the Great Dayton Flood, the entire Miami River watershed flooded, as a result, the Miami Conservancy District was created as the first major flood plain engineering project in Ohio and the United States. Grand Lake St. Marys in the west central part of the state was constructed as a supply of water for canals in the era of 1820–1850. For many years this body of water, over 20 square miles, was the largest artificial lake in the world and it should be noted that Ohios canal-building projects were not the economic fiasco that similar efforts were in other states. Some cities, such as Dayton, owe their emergence to location on canals. Summers are typically hot and humid throughout the state, while winters generally range from cool to cold, precipitation in Ohio is moderate year-round

4.
United States
–
Forty-eight of the fifty states and the federal district are contiguous and located in North America between Canada and Mexico. The state of Alaska is in the northwest corner of North America, bordered by Canada to the east, the state of Hawaii is an archipelago in the mid-Pacific Ocean. The U. S. territories are scattered about the Pacific Ocean, the geography, climate and wildlife of the country are extremely diverse. At 3.8 million square miles and with over 324 million people, the United States is the worlds third- or fourth-largest country by area, third-largest by land area. It is one of the worlds most ethnically diverse and multicultural nations, paleo-Indians migrated from Asia to the North American mainland at least 15,000 years ago. European colonization began in the 16th century, the United States emerged from 13 British colonies along the East Coast. Numerous disputes between Great Britain and the following the Seven Years War led to the American Revolution. On July 4,1776, during the course of the American Revolutionary War, the war ended in 1783 with recognition of the independence of the United States by Great Britain, representing the first successful war of independence against a European power. The current constitution was adopted in 1788, after the Articles of Confederation, the first ten amendments, collectively named the Bill of Rights, were ratified in 1791 and designed to guarantee many fundamental civil liberties. During the second half of the 19th century, the American Civil War led to the end of slavery in the country. By the end of century, the United States extended into the Pacific Ocean. The Spanish–American War and World War I confirmed the status as a global military power. The end of the Cold War and the dissolution of the Soviet Union in 1991 left the United States as the sole superpower. The U. S. is a member of the United Nations, World Bank, International Monetary Fund, Organization of American States. The United States is a developed country, with the worlds largest economy by nominal GDP. It ranks highly in several measures of performance, including average wage, human development, per capita GDP. While the U. S. economy is considered post-industrial, characterized by the dominance of services and knowledge economy, the United States is a prominent political and cultural force internationally, and a leader in scientific research and technological innovations. In 1507, the German cartographer Martin Waldseemüller produced a map on which he named the lands of the Western Hemisphere America after the Italian explorer and cartographer Amerigo Vespucci

5.
Gas turbine
–
A gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream rotating compressor coupled to a turbine. The basic operation of the gas turbine is similar to that of the power plant except that the working fluid is air instead of water. Fresh atmospheric air flows through a compressor that brings it to higher pressure, energy is then added by spraying fuel into the air and igniting it so the combustion generates a high-temperature flow. This high-temperature high-pressure gas enters a turbine, where it expands down to the exhaust pressure, the turbine shaft work is used to drive the compressor and other devices such as an electric generator that may be coupled to the shaft. The energy that is not used for shaft work comes out in the exhaust gases, the purpose of the gas turbine determines the design so that the most desirable energy form is maximized. Gas turbines are used to power aircraft, trains, ships, electrical generators,50, Heros Engine — Apparently, Heros steam engine was taken to be no more than a toy, and thus its full potential not realized for centuries. 1000, The Trotting Horse Lamp was used by the Chinese at lantern fairs as early as the Northern Song dynasty. When the lamp is lit, the heated airflow rises and drives an impeller with horse-riding figures attached on it,1629, Jets of steam rotated an impulse turbine that then drove a working stamping mill by means of a bevel gear, developed by Giovanni Branca. 1678, Ferdinand Verbiest built a model carriage relying on a jet for power. 1791, A patent was given to John Barber, an Englishman and his invention had most of the elements present in the modern day gas turbines. The turbine was designed to power a horseless carriage,1861, British patent no.1633 was granted to Marc Antoine Francois Mennons for a Caloric engine. The patent shows that it was a gas turbine and the show it applied to a locomotive. Also named in the patent was Nicolas de Telescheff, a Russian aviation pioneer,1872, A gas turbine engine was designed by Franz Stolze, but the engine never ran under its own power. 1894, Sir Charles Parsons patented the idea of propelling a ship with a turbine, and built a demonstration vessel. This principle of propulsion is still of some use,1895, Three 4-ton 100 kW Parsons radial flow generators were installed in Cambridge Power Station, and used to power the first electric street lighting scheme in the city. 1899, Charles Gordon Curtis patented the first gas engine in the USA. 1900, Sanford Alexander Moss submitted a thesis on gas turbines, in 1903, Moss became an engineer for General Electrics Steam Turbine Department in Lynn, Massachusetts

6.
Engine
–
An engine or motor is a machine designed to convert one form of energy into mechanical energy. Heat engines burn a fuel to heat, which is then used to create a force. Electric motors convert electrical energy into motion, pneumatic motors use compressed air. In biological systems, molecular motors, like myosins in muscles, use energy to create forces. The word engine derives from Old French engin, from the Latin ingenium–the root of the word ingenious. Pre-industrial weapons of war, such as catapults, trebuchets and battering rams, were called siege engines, the word gin, as in cotton gin, is short for engine. Most mechanical devices invented during the revolution were described as engines—the steam engine being a notable example. However, the steam engines, such as those by Thomas Savery, were not mechanical engines. In this manner, an engine in its original form was merely a water pump. Devices converting heat energy into motion are commonly referred to simply as engines, examples of engines which exert a torque include the familiar automobile gasoline and diesel engines, as well as turboshafts. Examples of engines which produce thrust include turbofans and rockets, the term motor derives from the Latin verb moto which means to set in motion, or maintain motion. Thus a motor is a device that imparts motion, motor and engine later came to be used largely interchangeably in casual discourse. However, technically, the two words have different meanings, however, rocketry uses the term rocket motor, even though they consume fuel. A heat engine may also serve as a prime mover—a component that transforms the flow or changes in pressure of a fluid into mechanical energy. An automobile powered by a combustion engine may make use of various motors and pumps. Another way of looking at it is that a motor receives power from an external source, simple machines, such as the club and oar, are prehistoric. More complex engines using human power, animal power, water power, wind power and these were used in cranes and aboard ships in Ancient Greece, as well as in mines, water pumps and siege engines in Ancient Rome. The writers of those times, including Vitruvius, Frontinus and Pliny the Elder, treat these engines as commonplace, by the 1st century AD, cattle and horses were used in mills, driving machines similar to those powered by humans in earlier times

7.
GE Aviation
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GE Aviation, a subsidiary of General Electric, is headquartered in Evendale, Ohio, outside Cincinnati. GE Aviation is among the top aircraft engine suppliers, and offers engines for the majority of commercial aircraft, GE Aviation is part of the General Electric conglomerate, which is one of the worlds largest corporations. The division operated under the name of General Electric Aircraft Engines until September 2005, GE Aviations main competitors in the engine market are Rolls-Royce and Pratt & Whitney. GE operates two joint ventures with Snecma of France, CFM International and CFM Materials, General Electric had a long history in steam turbine work, dating back to the 1900s. In 1903 they hired Sanford Alexander Moss, who, in time and this led to a series of record-breaking flights over the next ten years. At first the role of flight was limited, but in the years immediately prior to WWII they became standard equipment on practically all military aircraft. This work made them the natural partner to develop jet engines when Frank Whittles W.1 engine was demonstrated to Hap Arnold in 1941. A production license was arranged in September, and several of the existing W.1 test engines shipped to the US for study, early jet engine work took place at GEs Syracuse, NY and Lynn, MA plants, but soon concentrated at the Lynn plants. On 31 July 1945 the Lynn plant became the Aircraft Gas Turbine Division, GE was repeatedly unable to deliver enough engines for Army and Navy demand, and production of the I-40 was also handed to Allison Engines in 1944. After the war ended, the Army canceled its orders for GE-built J33s and turned the production over to Allison. These changes in fortune led to debate within the company about carrying on in the engine market. However, the engineers at Lynn pressed ahead with development of a new engine, the TG-180, development funds were allotted in 1946 for a more powerful version of the same design, the TG-190. This engine finally emerged as the famed General Electric J47, which saw demand for several military aircraft. J47 production ran to 30,000 engines by the time the lines closed down in 1956, further development of the J47 by Patrick Clarke in 1957 led to the J73, and from there into the much more powerful J79. The J79 was GEs second hit, leading to a run of 17,000 in several different countries. The GE and Lockheed team that developed the J79 and the F-104 Mach 2 fighter aircraft received the 1958 Collier Trophy for outstanding achievement in aviation. Other successes followed, including the T58, and T64 turboshaft engines, J85, the TF39 was the first high-bypass turbofan engine to enter production. Entered into the C-5 Galaxy contest in 1964 against similar designs from Curtiss-Wright and Pratt & Whitney and this led to a civilian model, the CF6, which was offered for the Lockheed L-1011 and McDonnell Douglas DC-10 projects

8.
Safran Aircraft Engines
–
Snecma S. A. or Safran Aircraft Engines is a French multinational aircraft and rocket engine manufacturer headquartered in Courcouronnes, France. Alone or in partnership, Snecma designs, develops, produces and markets engines for civil and military aircraft, the company also offers a complete range of engine support services to airlines, armed forces and other operators. Snecma is a subsidiary of Safran, Snecma used to be an acronym for Société nationale détudes et de construction de moteurs daviation until 27 April 2004. Snecma was formed in 1945 with German BMW jet engine technology when the large French aero engine firm Gnome & Rhône was nationalised, in 1961, Snecma and Bristol Siddeley agreed to a joint venture to produce the power plant for Concorde, which would become the Rolls-Royce/Snecma Olympus 593. The main body of the came from the Bristol Olympus with the refinements being the addition of the variable intakes necessary for supersonic flight. In 1968, Snecma took control of Hispano-Suiza, Socata and Bugatti, in a subsequent reorganisation, all aero-engine maintenance services would be grouped as Socata-Snecma. In 1970, Messier and Snecma agreed to merge their landing gear businesses, the following year, Messier-Hispano was formed in which Snecma held a stake. Snecma took full control of Messier-Hispano in 1973, in 1977, the landing gear business was further consolidated by the creation of Messier-Hispano-Bugatti. Snecma and General Electric created a joint venture in 1974, CFM International, testing of FADEC, a joint development of the two companies, began in 1985. In 1990, Snecma announced its participation in the General Electric GE90 engine programme, Messier-Dowty was formed in 1994 following the merger of the landing gear businesses of Snecma and the British TI Group. In 1997 Snecma acquired 100 per cent of Société européenne de propulsion, in 1998, Snecma took full control of Messier-Dowty. In 1999, Snecma Services was created to consolidate all maintenance, repair, in 2000, Snecma became a holding company and the propulsion business was reformed as Snecma Moteurs. Later in the year Snecma acquired Labinal, along with its Turbomeca, in 2001, Hurel-Hispano was created to consolidate the groups engine nacelle and thrust reverser businesses. In 2005, Snecma merged with Sagem to form SAFRAN, Snecma was divided, with the companys subsidiaries contributing to the propulsion and equipment divisions of the new group. Snecma moteurs was then renamed Snecma, in 2010, Snecma and GE formed CFM Materials as a joint venture. In 2016, Snecma was renamed Safran Aircraft Engines, the companys major civil aircraft engine is the CFM International CFM56. Produced by a partnership between Snecma and General Electric, CFM56s power more than 4,900 aircraft around the world, Snecma is also the main partner for the General Electric CF6-80 and GE90 programs. This engine is one of two available to power the Airbus A380

9.
General Electric
–
General Electric, often abbreviated as GE, is an American multinational conglomerate corporation incorporated in New York and headquartered in Boston, Massachusetts. In 2011, GE ranked among the Fortune 500 as the 68th-largest firm in the U. S. by gross revenue, as of 2012, the company was listed the fourth-largest in the world among the Forbes Global 2000, further metrics being taken into account. The Nobel Prize has twice been awarded to employees of General Electric, Irving Langmuir in 1932, on January 13,2016, it was announced that GE will be moving its corporate headquarters from Fairfield, Connecticut to the South Boston Waterfront neighborhood of Boston, Massachusetts. The first group of workers arrived in the summer of 2016, morgan and the Vanderbilt family for Edisons lighting experiments. The new company also acquired Sprague Electric Railway & Motor Company in the same year, both plants continue to operate under the GE banner to this day. The company was incorporated in New York, with the Schenectady plant used as headquarters for years thereafter. Around the same time, General Electrics Canadian counterpart, Canadian General Electric, was formed, in 1896, General Electric was one of the original 12 companies listed on the newly formed Dow Jones Industrial Average. After 120 years, it is the one of the original companies still listed on the Dow index. In 1911, General Electric absorbed the National Electric Lamp Association into its lighting business, GE established its lighting division headquarters at Nela Park in East Cleveland, Ohio. Nela Park is still the headquarters for GEs lighting business, owen D. Young, through GE, founded the Radio Corporation of America in 1919 to further international radio. GE used RCA as its retail arm for radio sales from 1919, in 1927, Ernst Alexanderson of GE made the first demonstration of his television broadcasts at his General Electric Realty Plot home at 1132 Adams Rd, Schenectady, NY. The sound was broadcast on GEs WGY, experimental television station W2XAD evolved into station WRGB which—along with WGY and WGFM —was owned and operated by General Electric until 1983. GEs history of working with turbines in the field gave them the engineering know-how to move into the new field of aircraft turbosuperchargers. Led by Sanford Alexander Moss, GE introduced the first superchargers during World War I, superchargers became indispensable in the years immediately prior to World War II, and GE was the world leader in exhaust-driven supercharging when the war started. This experience, in turn, made GE a natural selection to develop the Whittle W.1 jet engine that was demonstrated in the United States in 1941, GE ranked ninth among United States corporations in the value of wartime production contracts. In 2002, GE acquired the assets of Enron during its bankruptcy proceedings. Some consumers boycotted GE light bulbs, refrigerators and other products in the 1980s and 1990s to protest GEs role in weapons production. With IBM, Burroughs, NCR, Control Data Corporation, Honeywell, RCA and UNIVAC, GE had a line of general purpose and special purpose computers

10.
Safran
–
Safran S. A. is a French multinational aircraft engine, rocket engine, aerospace-component, defense, and security company. It was formed by a merger between the aircraft and rocket engine manufacturer and aerospace component manufacturer group SNECMA and the security company SAGEM in 2005 and its headquarters are located in Paris. The company is a component of the Euro Stoxx 50 stock market index, the name Safran was chosen from 4,250 suggestions. As a holding company for many subsidiaries the name was deemed suitable for the suggestion of direction, movement, Safran translates as rudder blade and as saffron, which the company highlights as one of the catalysts for early international trade. In 1905 Louis Seguin created the company Gnome, production of the first rotary engine for airplanes, the Gnome Omega, started in 1909. This company merged with the Le Rhône, a company created in 1912 by Louis Verdet, Gnome & Rhône was nationalized in 1945, creating Snecma. In 2000, this gave its name to the “Snecma Group”. Sagem was created in 1924 by Marcel Môme, in 1939, Sagem entered the telephone and transmissions market by taking control of Société anonyme des télécommunications. It acquired Société de Fabrication d’Instruments de Mesure, a measurement instrument specialist, however, by 2008 Sagem Mobile and Sagem Communications had been sold. Sagem Mobile became Sagem Wireless in January 2009, the Safran Group was created on May 11,2005, with the merger of Snecma and Sagem SA. In June 2014, Arianespace CEO Stephane Israel announced that European efforts to remain competitive in response to SpaceXs recent success have begun in earnest and this included the creation of a new joint venture company from Arianespaces two largest shareholders, the launch-vehicle producer Airbus Group and engine-producer Safran. By May 2015, Safran had created a division as well called Airbus Safran Launchers. This entity is currently developing the Ariane 6 launch vehicle for initial flights in the 2020s

11.
France
–
France, officially the French Republic, is a country with territory in western Europe and several overseas regions and territories. The European, or metropolitan, area of France extends from the Mediterranean Sea to the English Channel and the North Sea, Overseas France include French Guiana on the South American continent and several island territories in the Atlantic, Pacific and Indian oceans. France spans 643,801 square kilometres and had a population of almost 67 million people as of January 2017. It is a unitary republic with the capital in Paris. Other major urban centres include Marseille, Lyon, Lille, Nice, Toulouse, during the Iron Age, what is now metropolitan France was inhabited by the Gauls, a Celtic people. The area was annexed in 51 BC by Rome, which held Gaul until 486, France emerged as a major European power in the Late Middle Ages, with its victory in the Hundred Years War strengthening state-building and political centralisation. During the Renaissance, French culture flourished and a colonial empire was established. The 16th century was dominated by civil wars between Catholics and Protestants. France became Europes dominant cultural, political, and military power under Louis XIV, in the 19th century Napoleon took power and established the First French Empire, whose subsequent Napoleonic Wars shaped the course of continental Europe. Following the collapse of the Empire, France endured a succession of governments culminating with the establishment of the French Third Republic in 1870. Following liberation in 1944, a Fourth Republic was established and later dissolved in the course of the Algerian War, the Fifth Republic, led by Charles de Gaulle, was formed in 1958 and remains to this day. Algeria and nearly all the colonies became independent in the 1960s with minimal controversy and typically retained close economic. France has long been a centre of art, science. It hosts Europes fourth-largest number of cultural UNESCO World Heritage Sites and receives around 83 million foreign tourists annually, France is a developed country with the worlds sixth-largest economy by nominal GDP and ninth-largest by purchasing power parity. In terms of household wealth, it ranks fourth in the world. France performs well in international rankings of education, health care, life expectancy, France remains a great power in the world, being one of the five permanent members of the United Nations Security Council with the power to veto and an official nuclear-weapon state. It is a member state of the European Union and the Eurozone. It is also a member of the Group of 7, North Atlantic Treaty Organization, Organisation for Economic Co-operation and Development, the World Trade Organization, originally applied to the whole Frankish Empire, the name France comes from the Latin Francia, or country of the Franks

12.
CFM International CFM56
–
The CFM International CFM56 series is a family of high-bypass turbofan aircraft engines made by CFM International, with a thrust range of 18,500 to 34,000 pounds-force. CFMI is a 50–50 joint-owned company of Safran Aircraft Engines, France, both companies are responsible for producing components and each has its own final assembly line. The engines are assembled by GE in Evendale, Ohio, and by SNECMA in Villaroche, the completed engines are marketed by CFMI. Despite initial export restrictions, it is one of the most common turbofan aircraft engines in the world, the CFM56 first ran in 1974. In April 1979, the joint venture had not received an order in five years and was two weeks away from being dissolved. S. Air Force – still its biggest customer, the first engines entered service in 1982. Both these issues were resolved with engine modifications, research into the next generation of commercial jet engines, high-bypass ratio turbofans in the 10-ton thrust class, began in the late 1960s. The two companies saw mutual benefit in the collaboration and met several times, fleshing out the basics of the joint project. At the time, Pratt & Whitney dominated the commercial market, GE needed an engine in this market class, and SNECMA had previous experience of working with them, collaborating on the production of the CF6-50 turbofan for the Airbus A300. GE was initially considering only contributing technology from its CF6 engine rather than its more advanced F101 engine. GE applied for the license in 1972 as their primary contribution to the 10-ton engine project. The official decision was made in a National Security Decision Memorandum signed by the National Security Advisor Henry Kissinger on 19 September 1972, while national security concerns were cited as the grounds for rejection, politics played an important role as well. Nixon administration officials feared that this project could be the beginning of the end of American aerospace leadership, in the end, the Swiss did not purchase either aircraft, opting for the Northrop F-5E Tiger II instead. Despite the export license being rejected, both the French and GE continued to push the Nixon Administration for permission to export the F101 technology. Efforts continued throughout the following the rejection, culminating in the engine becoming an agenda topic during the 1973 meeting of Presidents Nixon. Discussions at this meeting resulted in an agreement that allowed the development of the CFM56 to proceed, the joint venture also agreed to pay the U. S. an $80 million royalty fee as repayment for the development money provided by the government for the F101 engine core. Documents declassified in 2007 revealed that a key aspect of the CFM56 export agreement was that the French government agreed not to seek tariffs against American aircraft being imported into Europe, the venture was officially founded in 1974. The two primary roles for CFMI were to manage the program between GE and SNECMA, and to market, sell and service the engine at a point of contact for the customer

13.
Turbofan
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The turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. Thus, whereas all the air taken in by a turbojet passes through the turbine, a turbofan thus can be thought of as a turbojet being used to drive a ducted fan, with both of those contributing to the thrust. The ratio of the mass-flow of air bypassing the engine compared to the mass-flow of air passing through the core is referred to as the bypass ratio. Most commercial aviation jet engines in use today are of the high-bypass type, afterburners are not used on high-bypass turbofan engines but may be used on either low-bypass turbofan or turbojet engines. Other noise sources are the fan, compressor and turbine, Jet noise is reduced with chevrons, sawtooth patterns on the exhaust nozzles, on the Rolls-Royce Trent 1000 and General Electric GEnx engines used on the Boeing 787. Turbofans are thus the most efficient engines in the range of speeds from about 500 to 1,000 km/h, turbofans retain an efficiency edge over pure jets at low supersonic speeds up to roughly Mach 1.6. Modern turbofans have either a large single-stage fan or a fan with several stages. An early configuration combined a low-pressure turbine and fan in a single rear-mounted unit, early turbojet engines were not very fuel-efficient as their overall pressure ratio and turbine inlet temperature were severely limited by the technology available at the time. In 1939-1941 Soviet designer Arkhip Lyulka elaborated the design for the worlds first turbofan engine, although several prototypes were built and ready for testing, Lyulka was in 1941 forced to abandon his research and evacuate to the Urals following the Nazi invasion of the Soviet Union. So the first turbofan to run was apparently the German Daimler-Benz DB670 with a first run date of 27 May 1943, turbomachinery testing, using an electric motor, had started on 1 April 1943. The engine was abandoned later while the war went on and problems could not be solved, the British wartime Metrovick F.2 axial flow jet was given a fan, as the Metrovick F.3 in 1943, to create the first British turbofan. The original low-bypass turbofan engines were designed to improve efficiency by reducing the exhaust velocity to a value closer to that of the aircraft. The Rolls-Royce Conway, the worlds first production turbofan, had a ratio of 0.3. Civilian turbofan engines of the 1960s, such as the Pratt & Whitney JT8D and the Rolls-Royce Spey had bypass ratios closer to 1, the first General Electric turbofan was the aft-fan CJ805-23 based on the CJ805-3 turbojet. It was followed by the aft-fan General Electric CF700 engine with a 2.0 bypass ratio and this was derived from the General Electric J85/CJ610 turbojet to power the larger Rockwell Sabreliner 75/80 model aircraft, as well as the Dassault Falcon 20 with about a 50% increase in thrust. The CF700 was the first small turbofan in the world to be certified by the Federal Aviation Administration, there were at one time over 400 CF700 aircraft in operation around the world, with an experience base of over 10 million service hours. The CF700 turbofan engine was used to train Moon-bound astronauts in Project Apollo as the powerplant for the Lunar Landing Research Vehicle. A high-specific-thrust/low-bypass-ratio turbofan normally has a fan, developing a relatively high pressure ratio and, thus

14.
General Electric CF6
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The General Electric CF6 is a family of high-bypass turbofan engines produced by GE Aviation. Based on the TF39, the first high-power high-bypass jet engine, the basic engine core also powers the LM2500, LM5000, and LM6000 marine and power generation turboshafts. GE intends to replace the CF6 family with the GEnx, the Lockheed eventually selected the Rolls-Royce RB211, but Douglas stuck with the CF6 and the DC-10 entered service in 1971. It was also selected for versions of the Boeing 747, since then, the CF6 has powered versions of the Airbus A300, A310 and A330, Boeing 767, and McDonnell Douglas MD-11. The high bypass of the CF6 represented a breakthrough in fuel efficiency. The CF6-6 was a development of the military TF39 and it was first used on the McDonnell Douglas DC-10-10. The 86. 4-in diameter fan generates an airflow of 1,300 lb/s, the overall pressure ratio of the compression system is 24.3. At maximum take-off power, the engine develops a static thrust of 41,500 lb, the General Electric CF6-32 was to be a lower thrust derivative of the CF6-6 for the Boeing 757. In 1981, General Electric formally abandoned development of the engine, leaving the Boeing 757 engine market to Pratt & Whitney, the CF6-50 series are high-bypass turbofan engines rated between 51,000 and 54,000 lb of thrust. The CF6-50 was developed into the LM5000 industrial turboshaft engines and it was launched in 1969 to power the long range McDonnell Douglas DC-10-30, and was derived from the earlier CF6-6. Not long after the -6 entered service, an increase in thrust, unable to increase turbine rotor inlet temperature, General Electric chose the expensive path of reconfiguring the CF6 core to increase its basic size. They removed two stages from the rear of the HP compressor, leaving an empty air passage where the blades and vanes had once been, two booster stages were added to the LP compressor, which increased the overall pressure ratio to 29.3. Although the 86.4 in diameter fan was retained, the airflow was raised to 1,450 lb/s, the increase in core size and overall pressure ratio raised the core flow, decreasing the bypass ratio to 4.26. In late 1969, the CF6-50 was selected to power the then new Airbus A300, Air France became the launch customer for the A300 by ordering six aircraft in 1971. In 1975, KLM became the first airline to order the Boeing 747 powered by the CF6-50 and this led further developments to the CF6 family such as the CF6-80. The CF6-50 also powered the Boeing YC-14 USAF AMST transport prototype, the basic CF6-50 engine was also offered with a 10% thrust derate for the 747SR, a short-range high-cycle version used by All Nippon Airways for domestic Japanese operations. This engine is termed the CF6-45, the engine is designated the General Electric F103 in United States Air Force service on KC-10 Extenders and Boeing E-4s. The CF6-80 series are high-bypass turbofan engines with a thrust range of 48,000 to 75,000 lb, although the HP compressor still has 14 stages, GE did take the opportunity to tidy-up the design, by removing the empty air passage at compressor exit

15.
CFM International LEAP
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The CFM International LEAP is a high-bypass turbofan engine. It is produced by CFM International, a 50-50 joint venture company between GE Aviation of the United States and Safran Aircraft Engines of France. It is a replacement for the successful CFM International CFM56. The LEAPs basic architecture includes a version of Safrans low pressure turbine used on the GEnX engine. The fan has flexible blades manufactured by a resin transfer molding process, while the LEAP is designed to operate at a higher pressure than the CFM56, GE plans to set the operating pressure lower than the maximum in order to maximize the engines service life and reliability. Currently proposed for the LEAP is a use of composite materials, a blisk fan in the compressor, a second-generation Twin Annular Pre Swirl combustor. GE is using ceramic matrix composites to build the turbine shrouds and these technological advances are projected to produce 16% lower fuel consumption. Reliability is also supported by use of an oil cooling system similar to that of the GenX. According to Aviation Weeks article, The eductor device produces a venturi effect, the engine has some of the first FAA-approved 3D-printed components. The LEAP incorporates technologies that CFM developed as part of the LEAP56 technology acquisition program, the engine was officially launched as LEAP-X on 13 July 2008. It is intended to be a successor to the CFM56-5B and CFM56-7B, in total,28 test engines will be used by CFM to achieve engine certification, and 32 others will be used by Airbus, Boeing and COMAC for aircraft certification and test programs. The first engine entering the test program successfully reached and sustained 33,000 lbf of thrust, the same engine ultimately reached 35,000 lbf of thrust in test runs. The thrust reverser is deployed by the O-ring sliding aft, reducing the drag that was induced by the older design, in April 2015, it was reported that the LEAP-1B was suffering up to a 5% shortfall on its promised reduction in fuel consumption. The Commercial Aircraft Corporation of China has chosen the LEAP engine for its new COMAC C919 aircraft, the aircraft was due to begin testing in 2016. On July 20,2011, American Airlines announced that it planned to purchase 100 Boeing 737 aircraft featuring the LEAP-1B engine, the project was approved by Boeing on August 30,2011 as the Boeing 737 MAX. Southwest Airlines is the customer of the 737 MAX with a firm order of 150 aircraft. As a number of A320neo engine for ANA group of Japan was also ordered in 2014, in 2016 CFM booked 1,801 orders, LEAP backlog is at more than 12,200 for more than $170 billion U. S. at list price. In 2016, the engine was introduced in August on the Airbus A320neo with Pegasus Airlines, CFM should produce 500 engines in 2017 with the 737 MAX introduction and 1,100 in 2018

16.
International Standard Book Number
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The International Standard Book Number is a unique numeric commercial book identifier. An ISBN is assigned to each edition and variation of a book, for example, an e-book, a paperback and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, the method of assigning an ISBN is nation-based and varies from country to country, often depending on how large the publishing industry is within a country. The initial ISBN configuration of recognition was generated in 1967 based upon the 9-digit Standard Book Numbering created in 1966, the 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108. Occasionally, a book may appear without a printed ISBN if it is printed privately or the author does not follow the usual ISBN procedure, however, this can be rectified later. Another identifier, the International Standard Serial Number, identifies periodical publications such as magazines, the ISBN configuration of recognition was generated in 1967 in the United Kingdom by David Whitaker and in 1968 in the US by Emery Koltay. The 10-digit ISBN format was developed by the International Organization for Standardization and was published in 1970 as international standard ISO2108, the United Kingdom continued to use the 9-digit SBN code until 1974. The ISO on-line facility only refers back to 1978, an SBN may be converted to an ISBN by prefixing the digit 0. For example, the edition of Mr. J. G. Reeder Returns, published by Hodder in 1965, has SBN340013818 -340 indicating the publisher,01381 their serial number. This can be converted to ISBN 0-340-01381-8, the check digit does not need to be re-calculated, since 1 January 2007, ISBNs have contained 13 digits, a format that is compatible with Bookland European Article Number EAN-13s. An ISBN is assigned to each edition and variation of a book, for example, an ebook, a paperback, and a hardcover edition of the same book would each have a different ISBN. The ISBN is 13 digits long if assigned on or after 1 January 2007, a 13-digit ISBN can be separated into its parts, and when this is done it is customary to separate the parts with hyphens or spaces. Separating the parts of a 10-digit ISBN is also done with either hyphens or spaces, figuring out how to correctly separate a given ISBN number is complicated, because most of the parts do not use a fixed number of digits. ISBN issuance is country-specific, in that ISBNs are issued by the ISBN registration agency that is responsible for country or territory regardless of the publication language. Some ISBN registration agencies are based in national libraries or within ministries of culture, in other cases, the ISBN registration service is provided by organisations such as bibliographic data providers that are not government funded. In Canada, ISBNs are issued at no cost with the purpose of encouraging Canadian culture. In the United Kingdom, United States, and some countries, where the service is provided by non-government-funded organisations. Australia, ISBNs are issued by the library services agency Thorpe-Bowker

17.
Aircraft engine
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An aircraft engine is the component of the propulsion system for an aircraft that generates mechanical power. Aircraft engines are almost always either lightweight piston engines or gas turbines, in commercial aviation, the major players in the manufacturing of turbofan engines are Pratt & Whitney, General Electric, Rolls-Royce, and CFM International. In general aviation, the dominant manufacturer of engines has been Pratt & Whitney. General Electric announced in 2015 entrance into the market,1848, John Stringfellow made a steam engine for a 10-foot wingspan model aircraft which achieved the first powered flight, albeit with negligible payload. 1903, Charlie Taylor built an inline aeroengine for the Wright Flyer,1903, Manly-Balzer engine sets standards for later radial engines. 1906, Léon Levavasseur produces a successful water-cooled V8 engine for aircraft use,1908, René Lorin patents a design for the ramjet engine. 1908, Louis Seguin designed the Gnome Omega, the worlds first rotary engine to be produced in quantity. In 1909 a Gnome powered Farman III aircraft won the prize for the greatest non-stop distance flown at the Reims Grande Semaine dAviation setting a record for endurance of 180 kilometres. 1910, Coandă-1910, a ducted fan aircraft exhibited at Paris Aero Salon. The aircraft never flew, but a patent was filed for routing exhaust gases into the duct to augment thrust,1930, Frank Whittle submitted his first patent for turbojet engine. June 1939, Heinkel He 176 is the first successful aircraft to fly powered solely by a rocket engine. August 1939, Heinkel HeS3 turbojet propels the pioneering German Heinkel He 178 aircraft,1940, Jendrassik Cs-1, the worlds first run of a turboprop engine. It is not put into service,1943 Daimler-Benz DB670, first turbofan runs 1944, Messerschmitt Me 163B Komet, the worlds first rocket-propelled combat aircraft deployed. 1945, First turboprop powered aircraft flies, a Gloster Meteor with two Rolls-Royce Trent engines,1947, Bell X-1 rocket propelled aircraft exceeds the speed of sound. 1948,100 shp 782, the first turboshaft engine to be applied to aircraft use,1949, Leduc 010, the worlds first ramjet-powered aircraft flight. 1950, Rolls-Royce Conway, the worlds first production turbofan, enters service,1968, General Electric TF39 high bypass turbofan enters service delivering greater thrust and much better efficiency. 2002, HyShot scramjet flew in dive,2004, NASA X-43, the first scramjet to maintain altitude. This is typically to differentiate them from radial engines, a straight engine typically has an even number of cylinders, but there are instances of three- and five-cylinder engines

18.
General Electric CJ610
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The General Electric CJ610 is a non-afterburning turbojet engine derived from the military J85, and is used on a number of civilian business jets. The model has logged over 16.5 million hours of operation, civilian versions have powered business jets such as the Learjet 23 and the Hamburger Flugzeugbau HFB-320 Hansa Jet. The engines are used in the flyable Messerschmitt Me 262 reproductions built by the Me 262 Project in the United States. A development, the CF700 added a rear-mounted fan mounted directly on the free-running low-pressure turbine, Aero Commander 1121 Jet Commander HFB-320 Hansa Jet Learjet 23 Learjet 24 Learjet 25 Learjet 28 Learjet 29 Messerschmitt Me-262A-1c and B-1c. The c suffix stands for the flyable reproductions equipped with the J85-derived CJ610 engine instead of the original Junkers Jumo 004 jet engine, world Encyclopedia of Aero Engines, 5th Edition. Phoenix Mill, Gloucestershire, England, UK, Sutton Publishing Limited

19.
General Electric CJ805
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The General Electric CJ805 is a jet engine which was developed by GE Aviation in the late 1950s. It was a version of the J79 and differed only in detail. It was developed in two versions, the basic CJ805-3 was a turbojet and powered the Convair 880, while CJ805-23, a turbofan derivative, powered the Convair 990 airliners. The CJ805-3 engine was General Electrics entry into the engine business. Its application, the Convair 880, followed soon after the military J79. An RB-66, with CJ805-3 engines installed, gained experience for use by flying simulated airline routes. The engine was fitted with a thrust reverser and noise-suppressing nozzle, focus on commercial jet engine noise, and the requirement for noise suppressors, was very real before the Boeing 707 went into service 2 years before the Convair 880. There was already a lawsuit, by residents around Newark airport, concerning the noise from existing aircraft such as the Super Constellation, Stratocruiser. Transatlantic service needed a higher thrust version of the existing turbojet and it was difficult to start and operate. This experience led to the aft-fan which didnt compromise the operation of the gas generator, although nowhere near as successful as the Pratt & Whitney JT3D, the CJ805-23 was a very advanced engine for its time. Like the JT3D, the CJ805-23 was a derived from a turbojet. General Electrics approach was to take the single spool CJ805-3 turbojet, each turbine blade was an integral part of a blucket, the outboard section of which was a fan rotor blade. Running freely on a shaft, a series of bluckets, mounted on a disc. The efflux from the turbojet expanded through the turbine annulus, thus providing power directly to the fan blades located in the outer annulus. A full-length cowl, an annular exhaust system and a bucket thrust-reverser were fitted for the Convair 990, a relatively short fan cowl and thrust reverser was used to demonstrate the engine on the Sud Aviation Caravelle. The CJ805-23, if chosen, would have replaced the Rolls-Royce Avon, Rolls-Royce quickly built and tested an aft-fan demonstrator Avon to compete with the greater thrust and lower sfc of the CJ805-23. In the end the Caravelle was re-engined with the P&W JT8D turbofan, a similar short cowl arrangement to that demonstrated on the Caravelle had been employed on the Metropolitan-Vickers F.3, during WW2. The unique feature of the -23 was the single stage fan

20.
General Electric J31
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The General Electric J31 was the first jet engine to be mass-produced in the United States. After a visit to England mid-1941, General Henry H, General Electrics extensive experience in turbocharger production made them the natural choice for producing such an engine. The initial prototype, the General Electric I-A, was based on the Power Jets W. 2B/23. It first ran on 18 April 1942 and developed a static thrust of 1250lbf, the I-A air intake consisted of two peripheral slots which led to a double-sided, centrifugal compressor. A series of vanes guided the air into the impeller eyes, after radial compression, the air was diffused and turned 90 degrees rearwards, before entering a set of ten reverse-flow combustion chambers. A relatively short shaft connected the compression system to the single stage axial turbine, after expansion through the turbine, the combustion products exhausted the engine through the simple conical propelling nozzle, via the jet-pipe. Using their turbocharger expertise, General Electric were able to, in a space of time, develop a 1400lf thrust version. Later they increased the thrust to 1610lbf and this version was referred to internally as the I-16 However, the United States Army Air Forces later decided to standardise all their jet engine naming, at which point the I-16 became the J31. Production of the J31 started for the P-59 Airacomet in 1943, and by the time the lines shut down in 1945, a total of 241 had been built. GE also used the design to produce the much larger I-40 with 4,000 lbf. Another derivative of the J31, the General Electric I-20, given the military designation J39, was ordered, meanwhile, the British version of the Power Jets W. 2B/23 turbojet entered production as the 1600lbf thrust Rolls-Royce Welland 1 in October,1943. The Gloster Meteor I fighter, which entered RAF service in July,1944, was powered by the Welland I, home of the SUN n FUN Fly-In. There is a version of a J31 on display at the Smithsonian National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly. World Encyclopedia of Aero Engines, 5th Edition, phoenix Mill, Gloucestershire, England, UK, Sutton Publishing Limited. Kay, Anthony L. Turbojet History and Development 1930-1960 Volume 2, USSR, USA, Japan, France, Canada, Sweden, Switzerland, Italy and Hungary

21.
Allison J33
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The J33 was originally developed by General Electric as a follow-on to their work with the designs of Frank Whittle during World War II. Full production started as the J31 when the United States Army Air Forces introduced common naming for all their engine projects, along with the I-16, GE also started work on an enlarged version, known as the I-40. As the name implied, the engine was designed to provide 4,000 lbf, apart from size, the main difference between I-16 and the I-40 was the combustion system, the I-16 had ten reverse-flow cans, whereas the I-40 had 14 straight-through combustors. The development cycle was remarkably rapid, design work started in mid-1943 and the first prototype underwent static testing on January 13,1944. Lockheed was in the midst of the XP-80 project at the time, production of the H-1 ran into delays, and since the I-40 would dramatically improve performance, plans were made to fit the prototypes with the I-40 instead. The I-40 became important to the USAAFs plans when the I-16 powered P-59 was skipped over in favor of the I-40 powered P-80 as the USs first production jet fighter, in 1945 the license to actually produce the engine was not given to General Electric, but Allison instead. Allison, working largely from government-owned wartime factories, could produce the engine in quantity more quickly and cheaply, by the time the production lines were shut down Allison had built over 6,600 J33s, and General Electric another 300. In 1958, surplus J33s were used in jet donkeys pushing dead loads at 200 knots to test aircraft carrier arresting gear cables and tailhooks at Lakehurst. A model of the J33 intended for use, designated the Allison 400-C4. J33-A-14 A short life engine powering the Chance-Vought Regulus,4,600 lbf thrust, j33-A-16A Powering the Grumman F9F-7,5,400 lbf thrust. J33-A-18A A short life engine powering the Chance-Vought Regulus, j33-A-22 Powering the Lockheed T2V-1 with bleed air for boundary-layer control. J33-A-246,100 lbf thrust, powers the Lockheed T2V, j33-A-24A6,100 lbf thrust, powers the Lockheed T2V. J33-A-354,600 lbf thrust /5,400 lbf with water-alcohol injection, powers the Lockheed T2V and Lockheed T-33

22.
Allison J35
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The J35 was fairly simple, consisting of an eleven-stage axial-flow compressor and a single-stage turbine. With the afterburner, which most models carried, it produced a thrust of 7,400 lbf, like the J33, the design of the J35 originated at General Electric, but major production was by the Allison Engine Company. While developing the T31 axial turboprop in 1943 GE realized that they had the resources to design an axial turbojet at the time as their centrifugal J33 engine. They recognized the axial would have potential for the future. GE axial compressor designs were developed from the NACA 8-stage compressor, the engine had its starter and accessories mounted in the centre of the compressor inlet. This accessory layout, as used on engines, restricted the area available for compressor inlet air. It was carried over to the J47 but revised on the J73 when a 50% increase in airflow was required and it also had an inlet debris guard which was common on early jet engines. GE developed a variable afterburner for the engine, although electronic control linked with engine controls had to wait until the J47, marrett describes one of the consequences if the link is human on an afterburning engine. If the afterburner lit but the nozzle didnt open the RPM governor would overfuel the engine until the turbine failed, the General Electric J35 first flew in the Republic XP-84 Thunderjet in 1946. More than 14,000 J35s had been built by the production ended in 1955. It is probably best known, however, as the used in two of the leading fighters of the United States Air Force in the 1950, the Republic F-84 Thunderjet. A largely redesigned development of the J35 was later produced as the Allison J71, j35-GE-23,820 lbf thrust, prototypes built by General Electric. J35-C-34,000 lbf thrust, production by Chevrolet.1 lb/ Thrust-to-weight ratio,2, Turbojet History and Development 1930-1960 Volume 2, USSR, USA, Japan, France, Canada, Sweden, Switzerland, Italy and Hungary. Foremost American Turbojet a 1948 Flight article

23.
General Electric J47
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The General Electric J47 turbojet was developed by General Electric from its earlier J35. It first flew in May 1948, the J47 was the first axial-flow turbojet approved for commercial use in the United States. It was used in many types of aircraft, and more than 30,000 were manufactured before production ceased in 1956 and it saw continued service in the US military until 1978. Packard built 3,025 of the engines under license, the J47 design used experience from the TG-180/J35 engine which was described by Flight magazine in 1948 as the most widely used American-conceived turbojet. Overhaul life for the J47 ranged from 15 hours to a theoretical 1,200 hours in 1956, for example, the J47-GE-23 was rated to run 225 hours time between overhauls. As installed on the F-86F, it experienced one in-flight shutdown every 33,000 hours in 1955 and 1956, the design based on the J47 became the X39 program. The X-39 was successfully operated in conjunction with three different reactors, the HTRE-1, HTRE-2 and HTRE-3, had the program not been cancelled, these engines would have been used to power the proposed Convair X-6. Data from Type, turbojet Length,145 inches Diameter,36.35 Air mass flow,92 lb per second Specific fuel consumption,1.014 lb/lbf/hr Thrust-to-weight ratio,2.34 lbf/lb 22, world Encyclopedia of Aero Engines, 5th Edition. Phoenix Mill, Gloucestershire, England, UK, Sutton Publishing Limited, kay, Anthony L. Turbojet History and Development 1930-1960 Volume 2, USSR, USA, Japan, France, Canada, Sweden, Switzerland, Italy and Hungary

24.
General Electric J73
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The General Electric J73 turbojet was developed by General Electric from the earlier J47 engine. Its original USAF designation was J47-21, but with features including variable inlet guide vanes, double-shell combustor case. It was only used in the North American F-86H, an engine, uprated from the J47, was required for the F-86H. The mass flow was increased by relocating accessories from the centre of the inlet to the underside of the engine. This allowed a reduction in blade hub diameter, which together with an increase in tip diameter, the area through the combustion chambers also had to be increased. This was done by replacing the individual chambers with a single annular casing with individual flame tubes or cans known as cannular. The pressure ratio was increased and variable inlet guide vanes fitted to prevent low-RPM problems with the design pressure ratio. A low boost afterburner was fitted and it was known as a tailpipe augmentation system. J73-GE-1 J73-GE-39,200 lbf for the North American F-86H Sabre J73-GE-5 North American F-86H Sabre Republic YF-84J Thunderstreak, two prototypes Data from Flight. Type, Turbojet Length,200 in Diameter,39.5,1 Air mass flow,155 lb/s Specific fuel consumption,0.9 lb/ Thrust-to-weight ratio,3, world Encyclopedia of Aero Engines, 5th Edition. Phoenix Mill, Gloucestershire, England, UK, Sutton Publishing Limited, kay, Anthony L. Turbojet History and Development 1930֪–1960 Volume 2, USSR, USA, Japan, France, Canada, Sweden, Switzerland, Italy and Hungary. General Electric J73 Turbojet – National Museum of the United States Air Force

25.
General Electric J79
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The General Electric J79 is an axial-flow turbojet engine built for use in a variety of fighter and bomber aircraft and a supersonic cruise missile. The J79 was produced by General Electric Aircraft Engines in the United States, market the benefits of a bypass engine over the existing Avon turbojet. In 1959 the gas generator of the J79 was developed as a stationary 10MW-class free-turbine turboshaft engine for power, power generation. Its first application was in the research hydrofoil USS Plainview, the J79 was developed in the 1950s for reliable Mach 2 performance. Had a requirement to power their next generation bomber which became the Convair B-58, the first flight of the engine was on 20 May 1955 where the engine was placed in the bomb bay of a J47-powered B-45C. The J79 was lowered from the bay and the four J47s were shut down leaving the B-45 flying on the single J79. The YF-104 was the airplane to fly with the J79 followed by a re-engined Grumman F11F Tiger in a Navy-sponsored program to gain experience with the engine before the first flight of the F4H. The J79 was used on the F-104 Starfighter, B-58 Hustler, F-4 Phantom II, A-5 Vigilante, IAI Kfir and it was produced for more than 30 years. Over 17,000 J79s were built in the United States, and under license in Belgium, Canada, Germany, Israel, Italy, and Japan. A downgraded version of the F-16 Fighting Falcon with a J79 was proposed as a low-cost fighter for export, anyone new to variable stators had to overcome the complexity of the linkages and the difficulty of sealing the pivots and airfoil root/casing clearances. Two spools needed more knowledge about bearings and sealing, GE studied both options for nearly a year before deciding, in 1952, that they should pursue variable stators for the 12,1 pressure ratio compressor. Rolls-Royce had tested a rig compressor with four stages of variable stators in 1949, connors tells us that Pratt and Whitney chose two spools for the 12,1 J57 as they knew a lot more about bearings and sealing than about variable stators. The J79 was originally known as the X-24A and was supported by a demonstrator engine, the compressor blades are made of stainless steel and are mounted on disks and spaced with corrosion-resistant steel spacers. The J79 makes a howling sound at certain throttle settings. This strange feature led to the NASA operated F-104B Starfighter, N819NA, early engines also produced noticeable quantities of smoke, especially at mid-throttle/cruise settings, a disadvantage in a combat aircraft making them easier to visually spot. Later models were redesigned to be smokeless, the turboshaft counterpart to the J79 is the General Electric LM1500, used for land and marine applications. Many J79 derived engines have found uses as gas turbine generators in remote locations. The J79 has two derivatives, CJ805-3, and the CJ805-23 fitted to the Convair CV-880 and the Convair CV-990 respectively

26.
General Electric J85
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The General Electric J85 is a small single-shaft turbojet engine. Military versions produce up to 2,950 lbf of thrust dry, the engine, depending upon additional equipment and specific model, weighs from 300 to 500 pounds. It is one of GEs most successful and longest in service military jet engines, the United States Air Force plans to continue using the J85 in aircraft through 2040. Civilian models, known as the CJ610, are similar but supplied without an afterburner, the J85 was originally designed to power a large decoy missile, the McDonnell ADM-20 Quail. This mission demanded a small engine that could provide enough power to keep up with the jet bomber. Like the similar Armstrong Siddeley Viper being built in England, the engine on a Quail drone had no need to last for extended periods of time, so therefore could be built of low-quality materials. More recently, J85s have powered the Scaled Composites White Knight aircraft, the carrier for the Scaled Composites SpaceShipOne spacecraft, the basic engine design is quite small, about 18 inches in diameter, and 45 inches long. It features an eight-stage axial-flow compressor powered by two stages, and is capable of generating up to 2,950 lbf of dry thrust. At full throttle at sea level, this engine, without afterburner, at cruise altitude and power, it consumes approximately 100 US gal per hour. The J85-21 variant added a stage ahead of the base 8-stage compressor for a total of 9 stages, more than 12,000 J85 engines had been built by the time production ended in 1988. The Iranian Ministry of Defense constructed a new engine based on the General Electric J85 named OWJ, world Encyclopedia of Aero Engines, 5th Edition. Phoenix Mill, Gloucestershire, England, UK, Sutton Publishing Limited, GE J85 product page J85 picture G. E. s Small Turbojet a 1959 Flight article

27.
General Electric YJ93
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The General Electric YJ93 turbojet engine was designed as the powerplant for both the North American XB-70 Valkyrie bomber and the North American XF-108 Rapier interceptor. The YJ93 was a single-shaft axial-flow turbojet with a variable-stator compressor, the maximum sea-level thrust was 28,800 lbf. The YJ93 started life as the General Electric X275, a version of the General Electric J79 turbojet. This evolved to the X279 when Mach 3 cruise became a requirement, the engine used a special high-temperature JP-6 fuel. The six YJ93 engines in the XB-70 Valkyrie were capable of producing a thrust to weight ratio of 5,1 allowing for a speed of 2,000 mph at an altitude of 70,000 feet. The XF-108 interceptor was cancelled outright and the B-70 project was reoriented to a project only. Convair NB-58A Hustler North American XB-70 Valkyrie North American XF-108 Rapier Data from Type, Turbojet Length,6.2 m Diameter,1.700 lb/ or 19.8 g/ Thrust-to-weight ratio,7

28.
General Electric CF34
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The General Electric CF34 is a civilian turbofan developed by GE Aircraft Engines from its TF34 military engine. The CF34 is used on a number of jet airliners, including the Bombardier CRJ series, the Embraer E-Jets, as of 2012, there are over 5,600 engines in service. Later higher thrust versions of the CF34 feature a technology core. Latest variants, the -10A and -10E, were derived from the CFM56 engine family, the LP spool has 3 core booster stages behind the fan. Static thrust is 82 kilonewtons for the -10E variant.183 Tay Related lists List of aircraft engines General Electric CF34 page

30.
General Electric F101
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The General Electric F101 is an afterburning turbofan jet engine. It powers the Rockwell B-1 Lancer strategic bomber fleet of the USAF, in full afterburner it produces a thrust of more than 30,000 pounds-force. The F101 was GEs first turbofan with an afterburner, the F101 was developed specifically for the Advanced Manned Strategic Aircraft, which became the B-1A. The F101 powered the four development aircraft from 1970 to 1981, the B-1A was officially cancelled in 1977. However the flight test program continued, General Electric was awarded a contract to further develop the F101-102 engine variant. This turbofan eventually powered the B-1B from 1984, entering service in 1986, the B-1s four F101 engines helped the aircraft win 61 world records for speed, payload and range. The GE F110 fighter engine is a derivative of the F101, designed using data from the F101-powered variant of the F-16 Fighting Falcon tested in the early 1980s

31.
General Electric F110
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The General Electric F110 is an afterburning turbofan jet engine produced by GE Aviation. The F110 engine uses the engine core design as the General Electric F101. The F118 is a non-afterburning variant, the engine is also license-built in Eskisehir, Turkey by TUSAS Engine Industries. The F-14A entered service with the United States Navy in 1973 powered by Pratt & Whitney TF30s, by the end of the decade, following numerous problems with the original engine, the DoD began procuring the upgraded TF30-P-414As. While these engines solved the serviceability problems, the fuel consumption, in 1979, a derivative of the GE F101 turbofan called the F101-X was selected to power the F-14 and was later designated the F110-GE-400. The primary difference between the F110-GE-400 and the F110-GE-100 is length - the F110-GE-400 has a 50-inch tailpipe extension to suit the F-14 airframe, which is fitted downstream of the augmentor. The F110-GE-400 engine produced 23,400 lbf of thrust with afterburner at sea level and this provided a significant increase over the TF30s maximum thrust of 20,900 lbf. These upgraded jets were known as F-14Bs, as were production aircraft powered by the F110, the same engine also powers the final variant of the aircraft, the F-14D. The F-16 Fighting Falcon entered service powered by the Pratt & Whitney F100 afterburning turbofan, seeking a way to drive unit costs down, the USAF implemented the Alternative Fighter Engine program in 1984, under which the engine contract would be awarded through competition. The F110 currently powers 86% of the USAF F-16C/Ds, the F110-GE-100 provides around 4,000 lbf more thrust than the F100-PW-200 and requires more air, which led to the increase in the area of the engine intake. The F-16C/D Block 30/32s were the first to be built with an engine bay. Initial orders were for the F110-GE-100 rated at 28,000 lbf, two F110-GE-129 engines, with 29,400 lbf of thrust, power 40 F-15K fighters of South Korea. This is the first time production F-15s will be powered by a GE engine, since all previous F-15 models were powered by Pratt, the GE engines will be manufactured through a joint licensing agreement with Samsung Techwin Company

32.
General Electric F118
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The General Electric F118 is a non-afterburning turbofan engine produced by GE Aviation, and is derived from the General Electric F110 afterburning turbofan. The F118 is a derivative of the F110 specially developed for the B-2 Spirit stealth bomber. A single stage HP turbine drives the 9 stage HP compressor, in 1998, the USAFs Lockheed U-2 fleet was fitted with a modified version of the F118

33.
General Electric/Rolls-Royce F136
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The General Electric/Rolls-Royce F136 was an advanced turbofan engine being developed by General Electric and Rolls-Royce plc for the Lockheed Martin F-35 Lightning II. The two companies stopped work on the project in December 2011 after failing to gather Pentagon support for further development, all early F-35s were to be powered by the Pratt & Whitney F135 but it was planned that engine contracts would be competitively tendered from Lot 6 onward. The engines selected would be either the F135 or an engine produced by the GE/RR Fighter Engine Team, the GE/RR Fighter Engine Team was a co-operation between GE Aviation in Cincinnati, Ohio, United States and Rolls-Royce in Bristol, United Kingdom and Indianapolis, Indiana, USA. On 21 July 2004, the F136 began full engine runs at GEs Evendale, the engine ran for over an hour during two separate runs. In August 2005, the United States Department of Defense awarded the GE, the contract was for the system development and demonstration phase of the F136 initiative, scheduled to run until September 2013. The US Defense budget announced on 6 February 2006 excluded the F136 — leaving Pratt & Whitney, maker of the F135 engine, Congress, however, overturned this request and allocated funds for FY2007 later in 2006. In November 2006, the General Electric/Rolls-Royce team successfully completed a 3-month preliminary design review by the F-35 Program Office, on 13 February 2008, the GE Rolls-Royce Fighter Engine Team successfully completed its Critical Design Review for the F136. Governments Joint Program Office for the F-35 Lightning II validated and approved the design of the engine, also during the review, every aspect of the engine design was analyzed and evaluated in order to proceed with the building of the first full development engines. The process involved 80 detailed component and module design reviews, involving technical experts from the JPO, General Electric, all test objectives were reached as planned using an engine configured with Conventional Takeoff and Landing and Short Takeoff Vertical Landing common exhaust systems. The engine configuration included a production-size fan and functional augmenter allowing several run periods to full afterburner operation, the GE Rolls-Royce Fighter Engine Team successfully completed Short Take Off, Vertical Landing testing on an F136 engine at the GE testing facility at Peebles, Ohio on 16 July 2008. This marked the first complete engine assembled following US Government validation of the F136 design in 2008, the milestone was achieved one month ahead of schedule. Citing the Weapon Systems Acquisition Reform Act of 2009, the GE Rolls-Royce Fighter Engine Team submitted an unsolicited fixed-price offer for the F136 to the Pentagon on 28 September 2009, the fixed-price approach would cover initial F136 engine production, beginning with the F136 second production lot. From 2006 to 2010 the Defense Department has not requested funding for the alternate F136 engine program, on 19 December 2009, U. S. Congress approved continued funding for the F136 engine program in fiscal year 2010. The U. S. Defense Department did not request FY2010 funding for the F136 engine program. In a report filed on 18 June 2009, the House Armed Services Committee cited Pratt & Whitney F135 engine program cost overruns of $1.872 billion as cause to continue funding the F136 engine. On 2 November 2009, the F136 team said that they would redesign a small part of the leading to the combustor after a failure during testing. Testing resumed on January 22,2010, the GE Rolls-Royce Fighter Engine Team is currently in the fourth year of its System Development and Demonstration contract with the US Government Joint Program Office. The Fighter Engine Team has totaled more than 800 hours of testing on pre-SDD and SDD engines, in early 2010, full afterburning thrust was reached in testing of the first production standard engine

34.
General Electric F404
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The General Electric F404 and F412 are a family of afterburning turbofan engines in the 10, 500–19,000 lbf class. The series are produced by GE Aviation, partners include Volvo Aero, which builds the RM12 variant. The F404 was developed into the larger F414 turbofan, as well as the experimental GE36 civil propfan. For the F/A-18, GE based the F404 on the YJ101 engine they had developed for the Northrop YF-17, the engine was designed with a higher priority on reliability than performance. Cost was the goal in the design of the engine. GE also analyzed throttle profiles and found that pilots were changing throttle settings far more often than previously expected. Due to a fan designed to smooth airflow before it enters the compressor and it requires less than two shop visits per 1,000 flight hours and averages 6,500 hours between in-flight events. It also demonstrates high responsiveness to control inputs, spooling from idle to full afterburner in 4 seconds, the engine contains an in-flight engine condition monitoring system that monitors for critical malfunctions and keeps track of parts lifetimes. GE developed the F110 for the Air Force as an alternative to the Pratt & Whitney F100 for use on the F-16 and F-15 based on the F101, GE developed the F404-GE-402 in response to a Swiss requirement for more power in its F/A-18 version. The new engine version was used on Kuwaiti Hornets, later U. S, C and D Hornets, and subsequent Hornets. The T-50 Golden Eagle uses a single General Electric F404-102 turbofan engine with Full Authority Digital Engine Control system, the engine consists of three-staged fans, seven axial stage arrangement, and an afterburner. The aircraft has a speed of Mach 1.5. Its engine produces a maximum of 78.7 kN of thrust with afterburner, almost 4,000 F404 engines power the F/A-18 Hornets in service worldwide. The F404 engine family had totaled over 12 million flight hours by 2010, GE developed the F404 into the F412-GE-400 non-afterburning turbofan for the McDonnell Douglas A-12 Avenger II. F/A-18 Hornet, A Navy Success Story, GEAE F404 F404 page on GlobalSecurity. org

35.
General Electric F414
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The General Electric F414 is an afterburning turbofan engine in the 22, 000-pound thrust class produced by GE Aviation. The F414 originated from GEs widely used F404 turbofan from the McDonnell Douglas F/A-18 Hornet, the engine was developed from the F412 non-afterburning turbofan planned for the A-12 Avenger II, before it was canceled. GE evolved the F404 into the F412-GE-400 non-afterburning turbofan for the McDonnell Douglas A-12 Avenger II, after the cancellation of the A-12, the research was directed toward an engine for the F/A-18E/F Super Hornet. GE successfully pitched the F414 as a derivative of the F404. The F414 engine was envisioned as not using any materials or processes not used in the F404. The F414 uses the core of the F412 and its full-authority digital engine control, one of the major differences between the F404 and the F414 is the fan section. The fan of the F414 is larger than that of the F404, the larger fan section increases airflow mass by 16% and is 5 inches longer. To keep the engine in the F404s footprint, the section was shortened by 4 in. Another change from the F404 is the fact that the first three stages of the compressor are blisks rather than dovetailed blades, saving 50 pounds in weight. The F414 continues to be improved, both through internal GE efforts and federally funded development programs, by 2006 GE had tested an Enhanced Durability Engine with an advanced core. The EDE engine provided a 15% thrust increase or longer life without the thrust increase and it has a six-stage high-pressure compressor and an advanced high-pressure turbine. The new compressor should be about 3% more efficient, the new high-pressure turbine uses new materials and a new way of delivering cooling air to the blades. These changes should increase the temperature capability by about 150 °F. The EDE is designed to have better foreign object damage resistance, the EDE program continued with the testing of an advanced two stage blade-disk fan. The first advanced fan was produced using traditional methods, but future blisk fans will be made using translational friction welding with the goal of reducing manufacturing costs. GE touts that this latest variant yields either a 20% increase in thrust or threefold increase in durability over the current F414. This version is called the Enhanced Performance Engine and was funded through the federal Integrated High Performance Turbine Engine Technology program. Other possible F414 improvements include efforts to engine noise by using either mechanical or fluidic chevrons

36.
General Electric GE90
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The General Electric GE90 is a family of high-bypass turbofan aircraft engines built by GE Aviation for the Boeing 777, with thrust ratings from 81,000 to 115,000 lbf. It entered service with British Airways in November 1995 and it is one of three options for the 777-200, -200ER, and -300 versions, and the exclusive engine of the -200LR, -300ER, and 777F. Developed from the NASA 1970s Energy Efficient Engine, the 10-stage high-pressure compressor develops an industry record pressure ratio of 23,1 and is driven by a 2-stage, air-cooled, a 3-stage low-pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low-pressure turbine, the GE90 series are physically the largest engines in aviation history, the fan diameter of the original series being 123 in, and the largest variant GE90-115B has a fan diameter of 128 in. The GE90 engine was launched in 1990, GE Aviation teamed with Snecma, IHI and Avio for the program. It is the worlds largest and the most powerful jet engine, for Boeings next-generation 777 long-range versions, greater thrust was needed to meet the specifications. General Electric and Pratt & Whitney insisted on a contract due to the $500 million investment in engine modifications needed to meet the requirements. GE received sole engine supplier status for the higher-thrust engine variants for the 777-200LR, -300ER, a net increase in core flow was achieved. General Electric performed a similar re-staging exercise when they upgraded the CF6 from the -6 to the higher-thrust -50, however, this thrust growth route is expensive, since all the downstream components must be larger for flow capacity. The fan is an advanced, larger diameter unit made from composite materials and is the first production engine to feature swept rotor blades, the GE90-115B is powerful enough to fully operate GEs Boeing 747 testbed on its own power, an attribute demonstrated during a flight test. The first General Electric-powered Boeing 777 was delivered to British Airways on November 12,1995, initial service was affected by gearbox bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from transatlantic service in 1997. British Airways aircraft returned to service later that year. Problems with GE90 development and testing caused delays in Federal Aviation Administration certification, in addition the GE90s increased output was not yet put to use by airlines and it was also the heaviest engine option, making it the least popular choice while Rolls-Royce held the top spot. British Airways soon replaced the GE90 with Rolls-Royce engines on their 777s, if the fan is removed from the core, then the engines may be shipped on a 747 Freighter. The GE90-equipped Boeing 777s have been the best-selling long-range large wide-body aircraft in the 2000s, the -94B for the -200ER is being retrofitted with some of the first FAA-approved 3D-printed components. It has an in-flight shutdown rate of one per million engine flight-hours and it accumulated more than 8 million cycles and 50 million flight hours in 20 years. According to the Guinness Book of Records, at 127,900 lbf and this thrust record was accomplished inadvertently as part of a one-hour, triple-red-line engine stress test. To accommodate the increase in torsional stresses, a new alloy, GE1014 was created

37.
General Electric GE9X
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The General Electric GE90 is a family of high-bypass turbofan aircraft engines built by GE Aviation for the Boeing 777, with thrust ratings from 81,000 to 115,000 lbf. It entered service with British Airways in November 1995 and it is one of three options for the 777-200, -200ER, and -300 versions, and the exclusive engine of the -200LR, -300ER, and 777F. Developed from the NASA 1970s Energy Efficient Engine, the 10-stage high-pressure compressor develops an industry record pressure ratio of 23,1 and is driven by a 2-stage, air-cooled, a 3-stage low-pressure compressor, situated directly behind the fan, supercharges the core. The fan/LPC is driven by a 6-stage low-pressure turbine, the GE90 series are physically the largest engines in aviation history, the fan diameter of the original series being 123 in, and the largest variant GE90-115B has a fan diameter of 128 in. The GE90 engine was launched in 1990, GE Aviation teamed with Snecma, IHI and Avio for the program. It is the worlds largest and the most powerful jet engine, for Boeings next-generation 777 long-range versions, greater thrust was needed to meet the specifications. General Electric and Pratt & Whitney insisted on a contract due to the $500 million investment in engine modifications needed to meet the requirements. GE received sole engine supplier status for the higher-thrust engine variants for the 777-200LR, -300ER, a net increase in core flow was achieved. General Electric performed a similar re-staging exercise when they upgraded the CF6 from the -6 to the higher-thrust -50, however, this thrust growth route is expensive, since all the downstream components must be larger for flow capacity. The fan is an advanced, larger diameter unit made from composite materials and is the first production engine to feature swept rotor blades, the GE90-115B is powerful enough to fully operate GEs Boeing 747 testbed on its own power, an attribute demonstrated during a flight test. The first General Electric-powered Boeing 777 was delivered to British Airways on November 12,1995, initial service was affected by gearbox bearing wear concerns, which caused the airline to temporarily withdraw its 777 fleet from transatlantic service in 1997. British Airways aircraft returned to service later that year. Problems with GE90 development and testing caused delays in Federal Aviation Administration certification, in addition the GE90s increased output was not yet put to use by airlines and it was also the heaviest engine option, making it the least popular choice while Rolls-Royce held the top spot. British Airways soon replaced the GE90 with Rolls-Royce engines on their 777s, if the fan is removed from the core, then the engines may be shipped on a 747 Freighter. The GE90-equipped Boeing 777s have been the best-selling long-range large wide-body aircraft in the 2000s, the -94B for the -200ER is being retrofitted with some of the first FAA-approved 3D-printed components. It has an in-flight shutdown rate of one per million engine flight-hours and it accumulated more than 8 million cycles and 50 million flight hours in 20 years. According to the Guinness Book of Records, at 127,900 lbf and this thrust record was accomplished inadvertently as part of a one-hour, triple-red-line engine stress test. To accommodate the increase in torsional stresses, a new alloy, GE1014 was created

38.
General Electric GEnx
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The General Electric GEnx is an advanced dual rotor, axial flow, high-bypass turbofan jet engine in production by GE Aviation for the Boeing 787 and 747-8. The GEnx is intended to replace the CF6 in GEs product line, the GEnx and the Rolls-Royce Trent 1000 were selected by Boeing following a run-off between the three big engine manufacturers. The GEnx uses some technology from the GE90 turbofan, including composite fan blades, the engine carries composite technology into the fan case. Both engine types will have an interface with the aircraft. The engine market for the 787 is estimated at US$40 billion over the next 25 years, the GEnx was expected to produce thrust from 53,000 to 75,000 lbf with first tests commencing in 2006 and service entry by 2008. Boeing predicts reduced fuel consumption of up to 20% and significantly quieter engines than current turbofans, a 66,500 lbf thrust version will be used on the 747-8. Unlike the initial version, for the 787, this version has a bleed air system to power internal pneumatic. It will also have an overall diameter than the initial model to accommodate installation on the 747. General Electric began initial test runs of the bleedless GEnx variant on 19 March 2006, the first flight with one of these engines took place on 22 February 2007, using a Boeing 747-100, fitted with one GEnx engine in the number 2 position. In the summer of 2012, three engines suffered Low Pressure Turbine failures, one was caused by a problem, which led to inspections of all other engines then in service. During the spring and summer of 2013, GE learned of four 747-8F freighters that suffered icing in their engines at altitudes of 40,000 feet, the most serious incident involved an AirBridge Cargo freighter. On July 31, while at an altitude of 41,000 feet over China, the pilots were able to land the plane safely, but the engines were found to have sustained damage. Among the possible factors GE cited in an interview with the Wall Street Journal was unique convective weather systems such as large thunderstorms reaching high altitudes. Boeing told the newspaper that it is working with GE on software solutions to the problem, the airworthiness directive affects 43 Boeing 787 Dreamliners in the US, and other nations are expected to follow suit. The fix involves using fan-grinding machinery, despite being derived from the GE90, the GEnx features a number of weight-saving features, Fan diameter of 111 in for the 787-8 and 105 in for the 747-8. Composite fan blades with steel alloy leading edges, Fan case of composite material which reduces weight and thermal expansion. Titanium aluminide stage 6 and 7 low-pressure turbine blades, fuel burn reduction technologies include, Fan bypass ratio of 9.6,1, which also helps reduce noise. High-pressure compressor based on GE90-94B, with 23,1 pressure ratio, also, shrouded guide vanes reduce secondary flows

39.
Engine Alliance GP7000
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The Engine Alliance GP7000 is a turbofan jet engine manufactured by Engine Alliance. It is one of the powerplant options available for the Airbus A380, originally intended to power Boeing Commercial Airplanes cancelled 747-500X/-600X, the engine has since been pushed for Airbus A380-800 superjumbo. It is built around an 0.72 scale of the GE90-110B/115B core and contains a Pratt & Whitney fan, the competing Rolls-Royce Trent 900 was named as the lead engine for the then-named A3XX in 1996 and was initially selected by almost all A380 customers. However the GE/PW engine increased its share of the A380 engine market to the point where as of September 2007 it will power 47% of the super-jumbo fleet. This disparity in sales was resolved in a transaction, with Emirates order of 55 GP7000-powered A380-800s. Emirates has traditionally been a Rolls-Royce customer, A380 aircraft powered by the GP7000s will have A380-86X model numbers as 6 is the code for Engine Alliance engines. Ground testing of the began in April 2004 and was first flight tested as the number two engine on GEs 747 flying testbed over Victorville, CA in December 2004. The American Federal Aviation Administration certified the engine for commercial operation on January 4,2006, the engine was ground run for the first time on an A380 on August 14,2006, in Toulouse. On August 25,2006, the aircraft, A380-861 test aircraft. The flight began and ended at Toulouse and lasted four hours. Tests were performed on the flight envelope, cruise speed. A day earlier, the aircraft performed rejected takeoff tests on the engines. The Engine Alliance offers the GP7200 for the Airbus A380 passenger and freighter configurations, the GP7270 is rated at 74,735 lbf of thrust whilst the GP7277 is rated at 80,290 lbf. The engine is offered with two ratings appropriate for the various A380 configurations and take-off weights, GP7270 for the 560 tonne variant, in mid-2011 an upgrade was announced which will lead to a cut in weight for each engine by 23 kg. The new components come from Volvo Aero, MTU Aero Engines is a major partner of the programme, with 22. 5% share. The German company produces the high-pressure turbine, the low-pressure turbine, techspace Aero designs and produces the low-pressure compressor. MDS Aero is working hand in hand with MTU to develop next generation test beds

40.
GE Honda HF120
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The GE Honda HF120 is a small turbofan for the light-business jet market, the first engine to be produced by GE Honda Aero Engines. Succeeding Hondas original HF118 prototype, the HF120 was undergoing testing in July 2008, the first engines were produced at GEs factory, but in November 2014 production shifted to Burlington, North Carolina. The U. S. Federal Aviation Administration awarded Part 33 certification to the HF120 turbofan engine in December 2013, the engine has a wide-chord swept fan, two-stage low-pressure compressor and counter rotating high-pressure compressor based on a titanium impeller, for a 2,050 lbf takeoff thrust. The HF120 engine’s components interact with greater efficiency by incorporating 3D aerodynamic design and its effusion-cooled combustor design emits few NOx, CO, noise levels are quieter than Stage 4 requirements. The engine is offered as a retrofit to the Cessna CitationJet CJ1 by Sierra Industries, in partnership with GE Honda, combustors, compact reverse flow Turbine, One axial high-pressure stage, two axial low-pressure stages

Rolls-Royce Conway low bypass turbofan from a Boeing 707. The bypass air exits from the fins whilst the exhaust from the core exits from the central nozzle. This fluted jetpipe design is a noise-reducing method devised by Frederick Greatorex at Rolls-Royce